Engine



April 19 1927. 1,625,638

J. B. BAYNEs "ENGINE Filed ogg. 28, 1922 8 sheets-sheet 2 Y y I 'lgmlenia April- 19`, 1927.

, J. a. BAYNEs ENGINE Filed oct. 28. 1922 3 Sheets-Sheet 'q A Kgmlenfcmv Gimmy l.Patented Apr. y UNIT-Ev. STATE :ms n. sama? or ENGINE.

, application maremmzs, laas., serais. 597,493,

This invention relatesto foursc'ycle internal combustion engines of thetype shownl inl my prior Patent Number 1,257,447, dated February 26,`1918, and its .object is to pro- '5 vide a valve mechanism of at'simplicity and which shall conduce to t e obtaimng'of maximum eiciencyas well' as maximum` power of the engine.l

This invention consists, in combination with. an internal combustionengine cylinder provided with a'n inlet port adjacentV its head and anexhaust port adapted to b e' opened by the piston atthe end ofits-workingand chargmg strokes,

valve chamber positioned adjacent the cylinder and fitted with acylindrical 'valve provided with intake and exhaust passages and )witha'fuel chamber wherein the major pori tions of the ex losive charges ofthe engine are compresse Y. l

. It alsconsists in'a valve chamber provided with an aircompression/chamber, an

air-intake port therefor, a by-pass adaptedl toconnect t is aircompression. chamber with the fuel chamber in the valve and with' an Aexhaust port-"adapted to connectjwith' this fuel chamber.

--It :further consists -in the detailsA of con- -struction villustratedin the accompanying drawings and particularly pointed. out in In thedrawings, Fig. 1 is a section'of this improved engine lon 'tudinally ofthe cylinder and lvalve cham r showing the piston and valve at `thepositions occupied just after the beginning ofthe charging stroke-. Fig.

2 is a similar section showingthe parts just after the middle of thecompression stroke.

Fig'. 3 is a similar` section just after .the beginning of the workingstroke. Fig. 4. is a similar section ofthe engine at the end of theworking stroke. Fig. .5 is a similar s ection showing the parts justafter the middle of thescavenging stroke, Fi 6, 7 Vand'8 are diagrams oflthe upper e aust ports of Similar reference characters refer to likeparts throughout the several views.,4

The crank case of this engine comprises connects to the power cylinderand tothe.

valve chamber 4 which may be integral withthe power cylinder if desired.other construction of crank case and power cylinder 'may be used. Thepower cylinder 1i formed with an upperor 'outer port and of acylindrical the lower part 1 and theupper part 2 whicl with a lower orinner port 6, the former being both an intake and exhaust port, whilevthe later is merely' an exhaust port. Within the cyhnder 1s a piston 7having a pin 8 on Par-ENT' omer..

-which the connecting rod Q is mounted, the

lower end. of the-connecting rod engaging the crank pin 10 on the crank11 of the main shaft 40 of the engine. The cylinder has a head 12extending into the cylinder and any desired clearance maybe had'betw'eenitand the piston 7, but a minimum clearance is 'desirable as morethorough' scavenin'g is possi-` ble-with small clearance. Y

dotted lines and carries the crank pin. 14-t'o which .the valve rod 15.is connected. This shaft is driven 'in the same orl o posite direc-1tion as the main shaft at hal its'speed in any desired manner. The`upper end of' this valve rod 1'5 attaches to the pin 19 mounted in thevalve which consistsiof the connected Vparts 20, 21, 22 and 23. rThelead of the `valve Acrank pin 14 is shown to be about v52 degreesrelative to the crank' pin' 10 in-Fig.' 4, but'this lead may be variedas experience' dictates. "y-

The valve chamber .is-formed with an'air intake port 16, an upperexhaust port v17,

which preferably is divided into separate opemng's'as indlcated in Figs.6,7 and 8, a

` lower exhaust port 25, a fuel intake port 24, j

f and with a by-pass 26 in its wall at its upper end for air whichiscompressed in the upper y end of this chamber below thehead 27.

The-valve is generally cylindrical with a' passage 30 for the fuel, afuel-compression chamber 31 and an exhaustpassage 32. While the chamber31`and` passages 30 and .32, arel shown to beannular, they may be oflany other desiredfform or proportions.

exhaust pipe' 35 is shown connected to the valve chamber'over the ports17 The -operation of this engine is as follows.

Operation...)

When the parts are in the position shown in Fig,v 1 an the engine is inoperation, the piston 7 is descendin about the upper en -of its travel,the `passage 30 having connected the cylinder port 5 vand the valve20"is at with the fuel port 24 at abontthe timer-.he Il. l

char toi.

4the admission of the the piston moves gases flows through the ports 6connect immediately before the piston begins i to move down. Or thetiming of the valve and piston may be changed a little so as to openthis port immediately before the piston begins to move down and stillleave thesame sequence of events. The passage 30 is therefore said toconnect the cylindero port 5 with the fuel port 24 at about the time thepiston begins to move down.

The cylinder becomes charged with fuel while the valve completes itsupward movement and begins to move down, the connection between theports 5 and 24 continuing until just about the time the piston hasreached the end of its charging stroke, at which time there ispractically no outward movement ot the piston while the valve is movingdown at nearly maximum speed. Therefore, before the inertia of theinflowing fuel has been overcome by the filling of the cylinder and theupward movement of the piston 7, the valve has closed the port 5 so thatcompression of the charge may begin.

At about the 0beginning of the compression stroke the valve has moveddown sullicieutly to connect the fuel chamber 31 with the port 5, and asa result the fuel becomes compressed in this chamber, after which thecharge is exploded. The valve begins to move upward justafterthebeginningof the working stroke and the compression chamer 31remains connected with the working cylinder during the entire Workingstroke, shown in Fig. 4, so that the expansion of the ignited fuel inthe chamber 31 may have itsv full effect on the piston 7.

1When the piston is at the lower-end of the charging stroke, the exhaustport 6 is covered by the valve, but at the end of the working stroke(Fig. 4) the exhaust ports 6 and 25 register with the exhaust' passage32 in the valve. f

The charge is ignited just after the parts are in the position shown inFig. 2, depending upon the speed of the engine, and down under thepressure of the ignited charge. .The valve moves down a short distanceand then up until the parts are as shown in Fig. 4, at which time thepiston has completed its working stroke and opened the port 6, whichpermits most of the burnt gases in the cylinder and in the fuel chamber31 to flow out through the passage 32. The major portion of the burntand 25 and the passage 32 to the atmosphere, but the re mainingportionis expelled from the'cylinder during the upward stroke of the pistoninto the fuel Vchamber 31. The momentum of lthe burnt gas as it rt 5,compression c amber and ports 17 1s such that but a slight amount isleft in the cylinder and in these. passages. The removal ofsubstantially allthe burnt gases before fuel results in practiasses outthrough the cally pure fuel in the cylinder at the instant of theexplosion which insures maximum power, not only because of full volumeof the cylinder being utilized but also because of the tendency tostifie the flame and to cause slow burning of the fuel. This isparticularly important in high speed engines Where the duration of theworking stroke is often only 1/120 of a second. At the end of thescavenging stroke of the piston 7 the part 22 of `the valve covers theport 5 of the cylinder 3 and continued movement of the piston connectsthe fuel passage 32 to this port. y

During the downward travelof the valve, its upper end causes a partialvacuum in the upper part of the valve chamber. lrVhen the valve'4reaches the lower end of its stroke the part 23 of the valve uncoversthe air passage or port16 so that the chamber above it becomes filledduring the upward movement of the valve. llhen the parts reach thepositions shown in absence of inert gases which have a B5 and this airis compressed Fig. 1, the air compressed in this chamber escapes intothe fuel chamber 31 through the by-passes 26 and forces out what littleremaining burnt gases there may be therein through the passages 17.

The Working cylinder is therefore in connection with the fuel inlet port24 during the entire charging stroke and is connected with thecompression chamber 31 during 1 the compression, Working and scavengingstrokes. The socket for the spark plug 39 may connect to the compressionchamber at the end of the compression and beginning of the workingstrokes or may be mounted in any other convenient manner. Thecompression -chamber 31 connects to the upper exhaust ports 17` duringtire scavenging stroke and during much of the charging stroke, butduring the char 'ng stroke this chamber is disconnected rom the workingcylinder.

Instead of a single passage, I refer a group of ports 17 for the finaldisc arge of practically the enlill:

the exhaust and these may be arranged in any desired manner, threearrangements shown in Figs. 6, 7 and 8 being' examples.

It will be observed that the volume of the fuel-compression chamber maybe varied by increasing or decreasing the diameter of 'the connection 23between the parts 22 and 23 of the valve. Also that the upper aircompression chamber 26 or the lower exhaust port 6 and the passages 32and 25 or both the chamber 26 and the lower exhaust may be omitted, butthe eiciency of the engine will be reduced thereby. 'Engines with theseomissions may be constructed at somewhat less expense. 4

The weight of engines constructed according to the accompanyingdrawings" may be considerably less than those of the same horsepower ofthe-present accepted four cymamas `cle types The necessity of frequentgrind-- 1. In an internal combustion engine, the

combination of a 'cylinder and a piston therein, a valve chamberadjacent to and connected to the cylinder by a plurality of ports, oneof which is opened by the piston -when at the inner en'd of its stroketo perv mit initial exhaust andthe other ort being at the opposite endof the cylin er, to admit fuel and permit complete exhaust, said valvechamber also having outer and innery exhaust, orts and an inletportbetween them, an a .valve slidable in the chamber and provided withassages to connect the inner port of the cylinder with` the innerexhaust port of the valve chamber and to cona port at each end of itsworking chamber,

a valve chamber adjacent the cylinder and rconnect/ed thereto by saidports 4,and having two exhaust` orts and an intake ort for fuel, a valveslidable in the .cham er and f Ahaving an exhaust passage, a fuelpassage and a chamber to receive thez'explosive charge 'fof the engineand which acts as'an exhaust passage during the scavenging stroke of theengine.

-5. In an internal colnbustion'engine, the combination of a cylinderhaving a port at each end of its working chamber, a piston thereinadapted to open said ports, a valve chamber connecting'to said cylinderby said ports and having an air compression chamber at`one end, an airinlet port for saidt ait compression chamber, two exhaust orts and afuel intake port, and a valve sli able in the valve chamber having anexhaust passage adapted to connect one of the cylinder ports to one ofthe exhaust ports of the valve chamber and having a fuel passageadaplted to connect the second cylinder port to t e fuel intake 'port ofthe' valve cham- A nect the other port of the cylinder `with thegel and11150 having a Chamber adpfed` t adapted to 'connect' the ports of t eengine which arel res ectivel inlet port and the outer exhaust ort ofthe [valve chamber alternately, and with a chamber to receive a of theengine..

2. In an internal combustidn engine, the combination of a c linder an'da piston therein, a valve cham r adjacent to the cylinder and connectedtothe cylinder by two ports which are respectively at the ends of theworkin .chamber of the cylinder, said portion of the'exhaust gases valvecham r having a plurality of exhaust ports and a yfuel-intake port, anda valve slidable in saidchamber and having a series of passages, two ofthe passa es being to the exhaust portsv of the valve chamber and athird to connect one of the engine orts a saidfuel intake port ofthevalve c am- 43. In' an internal combustion engine, the combination-of acylinder and a piston therein, a valve chamber 'adjacent to the cylinderand connected to the cylinder ,by two arts atthe ends o working. cham 'rof t e cylinder, sai'd valve l chamber having a plurality of exhaust`orts y sages, two of the'passages `haast ports o and a Afuel intakeport, and a .valve sli able a series of4 asing aflegt to ports of the en'ne tot e exthe valve cham r and a third to connect one of the engine'ports to said fuel intake rt of the valvechamber, said in said chamberand havin connect the ffvalve cham r having an additional portcommunicating-1 with the at here and a in its wall to provide or thecomplete removal of the bnrntgases.

4'. Inl a`four-'cycle internal combustion en- #6 gine, 'combinationiof acylinder-,having the 4during the 'compressiomvwor connect to said secondengine port to receive fuel from the "cylinder during the compressionstroke of the piston and to remain connected to said port'during theworking stroke of the pisto said fuel chamberconnecting to the secondxhaust port of the valve chamber during and after the scavenging strokeof the piston, said valve chamber havinga passage to conduct air fr'omthe air-compression chamber to said fuel chamber in` the valve whileconnected to said second'exhaust port.

6. In a four-cycle internal combustion envcates with. said port duringthe compression,

working and scavenging strokes lof the piston, said valve having'anexhaust port with which said fuel chamber-communicates 'during` thescavenging'stroke of. the piston. c

7. In a four-cycle internal combustion engine, the combination of -acylinder`- and a piston therein,y a valve chamber adjacent thereto andconnectedto the cylinder by a port at the outer endof the cylinder, avalve slidable in thechamber and having 'a passage to connect theport toa source of fuel supply during the charging stroke of the vpiston andalso having final-compression,"

chamber which communicates-with said port and scavengmg strokes, a crankshaft an connect rod connecting to the piston, c n 1&0

shaft und connecting rod connecting to the valve, the vulvecrank shaftrotating at half the speed of the other, said valve having an exhaustport With which, seid compression chamber communicates during thescavenging stroke, and n spark plug mounted in the wall ot' the vulvechamber in alinement with said compression chamber when the piston' isat the end of the cdmprcssion stroke.

8. In n four-cycle internal combustion engine, the combination of a.cylinder and :i piston therein, a valve chamber adjacent thereto undconnected to the cylinder by a port at the outer end of the cylinder, a.valve slid-` uble in the chamber and having a passage to connect theport to a source of fuel supply durinv the charging stroke of the piston:1nd also having :L fuel-compression chamber which communicates withsaid port during the compression, working and scavenging strokes, acrunk shaft and connecting rod speed of the other, said valve having anex haust port with which said compression chamber communicates duringthe scavenging stroke, und a spark plug mounted in the wall of the valvechamber 'in alinement with said compression chamber when the piston is:it the end of the compre:sion.stroke, the outer end of the valvechamber being closed to constitute an air-compression chamber, said-vnlve having a by-pats to permit the air compressed therein to How into2the fuelcompression chmber at the end of the outward movement of thevalve and having an nir inlet port to communicate with theaircompression chamber when the valve is at the end of its inwardmovement.

JAMES ,13. BAYNEQz

